Automotive vehicle control apparatus



Sat. 24, w3.. F. G. FOLBERTH Er AL 2,@3545@ AUTOMOTIVE, VEHICLE CONTROL APPARATUS Filed May 17, 1932 4 Sheets-Sheet l MSAS@ Sept 24 l F. G. FOLBERTH Er AL AUTOMOTIVE VEHICLE CONTROL APPARATUS Filed May 17, 1932 4 Sheets-Sheet 3 nventors FREPEEVCK 6". FozB/FPTH 8 mnu/AM N. falaz-Pfff attorneys @Pi 49 F. G. FQLBERTH El' AL gam@ AUTOMOTIVE VEHICLE CONTROL APPARATUS Filed May 17, 1952 4 Sheets-Sheet 4 Patented Sept. 24, 1935 VUN''ED STATES AUTOMOTIVE VEHECLE CONTROL APPARATUS Frederick G. Folberth and William M. Folberth,

. Cleveland, Ohio Application May 17, 1932, Serial No. 611,854

12 Claims.

This invention relates to automotive vehicle control apparatus and more particularly to improved fluid pressure actuated means for operating the brakes of a motor vehicle.

In our U. S. Patent No. 1,968,484 and our copending United States patent applications, Serial No. 533,076, filed April 27, 1931; Serial No. 561,569, led September 8, 1931, and Serial No. 585,818, filed January ll, 1932, we have described and claimed certain improvements in fluid pressure actuated brake operating mechanisms and means for controlling same. The present invention relates to improvements in the general type of apparatus shown and described in the above noted applications.

In the application of fluid pressure actuated mechanisms for operating the brakes of a motor vehicle it is important to provide means for smoothly and effectively applying the vehicle brakes under all conditions of operation of the vehicle, Vand it is among the objects of our invention to provide a fluid pressure actuated vehicle brake system which will smoothly and positively -apply the vehicle brakes in accordance with the desires of the driver regardless of the conditions under which the vehicle may be operating. Other more specific objects are: the provision of an improved valve construction for controlling the ilow of actuating iluid to and from the cylinder of a iiuid pressure operated brake; the provision of an improved apparatus for effectively taking up the slack in the brake connections preparatory to applying the vehicle brakes; the provision of automatic means for operating the vehicle choke and throttle on application of the vehicle brakes whereby the choke will be automatically opened and the throttle automatically closed prior to opening the valve which controls the connection between the intake manifold of the vehicle engine and the brake operating cylinder.

The above and other objects of our invention will appear from the following description of several embodiments thereof, reference being had to the accompanying drawings, in which- Figure l is a side elevation, partly in section, of the forward end of an automobile illustrating our improved brake actuating apparatus in its normal or brake released position.

Figure 2 is an enlarged side elevation of the brake operating cylinder together with the control valve and slack removing device.

Figure 3 is a fragmentary plan view of the apparatus shown in Figure 2.

Figure 4 is an enlarged sectional View taken on line ll-A of Figure 3, and illustrating'the auxiliary needle control valve in its closed position.

Figure 5 is a View similar to Figure 4 but illustrating the auxiliary needle control valve in its 5 open position and the slack take-up diaphragm in the position it assumes after the main brake control valve has been opened.

Figure 6 isa modiiied form of auxiliary control valve adapted to perform substantially the l0 same functions as that illustrated in Figures 4 and 5.

Figure "l is an enlarged vertical cross section illustrating the main brake control valveand a portion of the brake operating cylinder. l5

Figure 8 is another sectional View of the Valve shown in Figure 7 taken on line 8 8 of Figure 7.

Figure 9 is an enlarged View illustrating a modied form of valve plunger and closure member adapted to be used in the type of Valves'hown 20 in Figures 7 and 8. l

Figure 10 is a detached illustrative view showing our improved diaphragm construction which is preferably used in the main control valve shown in Figures 'l and 8. 25

Figure 11 is a diagrammatic layoutillustrating our automa-tic choke and'` throttle control Whereby the full manifold suction isv always available to apply the vehicle brakes.'

Figure 12 is a sectional View illustrating an 30 improved atmospheric connection control device -adapted for use with our fluid pressure'brake system.

Referring to Figure l the automobile illustrated is equipped with the usual controls including a 35 clutch operating lever I and abrake operating i lever 2 adapted to be operated by foot pressure of the driver; YA fluid pressure cylinder 3, containing a piston 4,' is suitablymounted on the vehicle. The piston is operatively connected in 40 any suitable manner, as by the cable 5, to the brake operating lever 2. A main control valve, generally indicated at V, is provided for controlling Ythe Aconnection between the cylinder 3 and the intake manifold 6 of the vehicle' engine 45 through the conduit 68. The atmospheric 'connection to the head end of the cylinder 3 is made through the conduit 'l' which extends to an air cleaner or filter l suitably mounted on the dash or floor board of the vehicle. The piston rod end of the cylinder 3 is connected to the atmosphere through'the conduit l which joinsthe conduit l as seen in- Figure l.V With this arrangement all atmospheric air entering the cylinder 3 and the valve mechanism must first pass through the filter 1 which is adapted to remove dust and other harmful material. The lever arm 8 is adapted to control the valve V and carries at its outer end` the fluid pressure actuated valve lever retracting or slack taking-up control device S, which in turn is connected to. an operating .cam 9 by means of a rod I8. The cam 9 is adapted to be engaged by a roller II or the like on the clutch lever I and it will be understood that downward movement of the clutch lever I will cause the roller I I to engage the cam 9, moving the rod I0 and valve control lever 8 in a direction to open the control valve V and apply the vehicle brakes.

An angular extension I2 of the rod I0 is adapted to slide on the piston rod I3 of the resistance imposing piston |4 and to engage the adjustable stop nuts I 5. The auxiliary cylinder I6, in which the piston I4 is disposed, is connected by a conduit I1.to the cylinder 3. In operation, when the rod I0 is moved to open the valve V the angular extension I2 engages the stop nuts I5 and further movement of the rod I8 Will be against the resistance offered by the piston I4, as fully explained in our co-pending application, Serial No, 585,818, filed January 11, 1932.

' In our co-pending United States Patent application Serial No. 561,569, led September 8, 1931,

we have described and claimed an improved fluid pressure actuated brake hook-up incorporating means for retracting the brake control valve operating lever after it has been given its initial movement in opening direction. In Figures 2, 3,

4, 5, and 6, we have illustrated a means for improving the action of the valve lever retracting mechanism illustrated in said co-pending application.

The valve operating rod I8 is pivotally connected at its upper end to the angular extension or bracket I2. A diaphragm housing I8, containing a diaphragm I9, is pivotally secured to the upper end of the main control valve operating lever 8. Secured to the diaphragm I9 and extending out through the housing I8 is a rod 20 having a reduced end portion 2| adapted to seat in a suitable aperture in the bracket I2. An

adjustable flange 22 has threaded engagement on the rod 20 and forms an abutment for one end of a coil spring 23, the other end of which seats against the diaphragm housing I8. The spring 23 normally exerts a force, adjustable by means of the adjustable flange 22, tending to maintain the diaphragm I9 in the position shown in Fig- 'ure 4.

f valve V and the conduit 68. To control the connection of the chamber 26 to the intake manifold suction independently of the main control valve, an auxiliary needle type of valve 38, adapted to seat in the end of the passage 21, is provided. This needle valve 38 is secured to an auxiliary diaphragm 3| which is disposed in an auxiliary diaphragm chamber 32, preferably formed integrally with the housing I8.` As will be clearly seen in Figure 4 the needle valve3, when in its closed position, extends through the passage 28. However, as the needle valve is of relatively small diameter it does not close off the passage 28 but merely closes off the passage 21 which leads from the passage 28 to the chamber 26.

A stu-d 33 extends outwardly on the opposite side of the diaphragm 3| from the needle valve 5 88 and is adapted to guide one end of the coil spring 34, the other end of which is guided by the end 35 of the adjusting screw 36. The spring 35 is normally maintained under compression so that it tends to hold the diaphragm 3| and needle 10 valve 38 in the position shown in Figure 4, that is, with the valve closed. The chamber 2S is thus closed off from the intake manifold suction. Upon the opening of the main control valve V the pressure Within the cylinder 3 is reduced and this rejs duced pressure is applied through the conduits I1 and 29 to the passage 28. Extending from the passage 28 to the auxiliary diaphragm chamber 32 is a passage 31 and this passage 31 serves to apply the reduced pressure from the intake 2o manifold to the diaphragm 3|. When the pressure within the chamber 32 is reduced a sufficient amount the atmospheric pressure, which is applied to the opposite side of the diaphragm 3| through the passage 38, will force the diaphragm, 233 against the spring 35, into the position shown in Figure 5. This movement of the diaphragm 3| will lift the needle valve 3) from its seat in the end of the passage 21 and will permit the reduced pressure tc be applied to the diaphragm I9 in :mi

the chamber 26. As the chamber 24 is connected to the atmosphere this re-duced pressure within the chamber 25 will permit the atmospheric pressure to force the diaphragm I9 to the left, against the .spring 23, into the position shown in Figure 5. 35 inasmuch as the above noted action will not take place until the lever 8 has been moved to open the main valve, it will be seen that when the relative positions of diaphragm I9 and housing I8 change from the positions shown in Figure 4 into 40 that shown in Figure 5 the main valve control lever 8 will be moved in valve closing direction. Thus, the initial opening of the valve V will serve to cause quick take up of the slack in the brake linkage and the valve V will then be closed to a 4,5 point where the cylinder 3 and piston 4 will act merely to hold the brakes in position to be applied immediately upon further opening movenient of the valve lever 8.

By adjusting the screw 36 the point at which 5'() the needle valve 38 will be lifted from its seat may be accurately controlled and thus the apparatus may be set so that a certain degree of vacuum will be created within the cylinder 3 before the needle valve 38 will be opened to apply vacu- 55 um to the chamber 26 and cause movement of the diaphragm I9 to move the lever 8 a limited amount in closing direction. This adjustable, iiuid pressure actuated needle valve arrangement is particularly effective in providing means for (3() accurately adjusting and controlling the slack take-up operation of the brake operating mechanism.

In order to permit free movement of the diaphragm I8 from the position shown in Figure 5 (35 into the position shown in Figure 4 when the main control valve is closed, we have provided a check valve 39 which is normally held in closed position by a'relatively light at spring 4). This valve 3@ is adapted to close the passages 4| which 70 extend from the passage 31 into the chamber 2S.

The valve 39 will be closed when the main control valve V is open and the diaphragm I9 is moving to the left (Figures 4 and 5) but, when the main control Valve V is in closed position, the 75 cylinder 3, andhencethe passage 28, will be connectedto 'the atmosphere and movementiof the diaphragm I9 to tlie'right willcause the valve 39" t'o belifted'from its seat permittin'gair to 'freely en'ter'the chamber Z5 from the atmosphere. Thus,` the retracting control device SWill quickly assume "itsl' normal offposition (Figure '4l when the main control valve is'moved to its closed posi'- tion and the system will beset forthenext'l application' of the vehicle brakes.

Figure 6 illustrates a modied form' ofdevic'e for'controlling the slack take-up operations which consistessentially of a valve closuregmember adapted toseat on the wall 45 ofthe diaphragm chamber 4l. The closure member45, when seated against the wall 46', is adapted'to close the passages 41 which extend'thrcugh a wall 46 into thechamber 48. To guide the-closure member 45 and maintain itin proper position a guide inember 49 may be securedthereto and have a sliding t ina suitableap'erture in the Wall 45. The closure member '45""is normally maintained Vin seated position by means of the 'spring 5E), -the compression of which `is adjustably controlled by means of the adjusting screw 5|. A suitable lock nut 52`may be providedto maintain theadjusting screw 5I in the desired locked position. A passage 53 extends'from the chamber 48 through the housing 54 and connects with a passage 55 which may be connected to the left hand end of the cylinder 3 `by 'a vsuitable conduit arrangedin the'same manner as conduit 29 inthe' apparatus illustrated in Figures 3, 4, and 5.

A check valve 56,"normally maintained seated against the wall 45 by the 'llat spring 5l, is adapt--V ed to control the passages 58'which extend from the chamber 4l into the passage 53. This check valve 56,*as will be readily un`derstood,'permits the'passage of air into the chamber 4l when the -dia'phragm'il moves' to the right (Figure 6) but remains seated when the diaphragm 59 is moved to the' left upon application of vacuum through the passage 55.

It` will be understood that the apparatus shown in Figure 6 is adapted to take the place of the needle type control Valve illustrated' in Figures 4 and '5j The diaphragm 59 corresponds to diaphragm i9 of Figures 4 arid 5 and V'performs exactly the same-functions and is mounted inthe same manner on the apparatus. Assuming that the device of Figure 6 is mounted on'the main valve control lever 8 andthe lever 8 has been moved to connect the source of reducedV pressure to the cylindei` 3, this reduced pressure will'be applied to the left hand side (Figure 6) of the closure member 45 through the connecting passages which have been described. However, the springV 5u will maintain the closure 4member '45 seated against the wall 45 until the vacuum within'the chamber 48 reaches a value Where the atmospheric pressure on the right hand side (Figure 6) of the closure member 45 overcomes the force of the spring 5S and lifts the Valve from its seat.` When' this occurs air will be withdrawn fromV the chamber 4l and the diaphragm`59 will b moved to the left to effect the slack take-up control function Aof the apparatus. By adjusting the screw 5i the pressure at which the valve 45 will open may be accurately regulated and thus the slack take-*up control mechanism may be set to operate when the Avacuum in the cylinder 3 reaches the desired point. Although we have described a particular type of slack take-up control apparatus it will be understood that our control vice inoperativeuntil-a certain pressure'is obtained within the cylinder may be applied to any form' ofv fluid pressure operated--slackftake-up control mechanism.

In our co-pending United vStates Patent application, Serial No. 533,076, filed April 27, 1931, we" have described and Vclaimed an improved main lvacuum control valve for fluid pressure actuateddevices and in Figures '7, 8, 9, vandlO of the present application, we have `illustrated a valve of the same general type disclosed in said colpending patent application b uirA embodying certain improvementsl therein.

Referring nowto Figure '7, the valve structure is mountedon the end of the cylinder 3 and includes a main'diaphragmlchamber which may be generally indicated by C and which is formed bythe `end cap 60 and the auxiliary end cap 6|. The end cap B0 isl secured to the cylinder 3, as by threaded engagement at 62, and the auxiliary end cap 6i seats against the end of the cylinder 3 andis maintained in position by the inwardly extending shoulder 63 on the end cap 65. The relatively flexible diaphragm 64,' and the relatively stiif diaphragm or disc are clamped at their outer peripheries between the ange 63 and the adjacent portion'of the auxiliary end cap 6i; Secured to the inner periphery-of the flexible diaphragm 6l' is a flanged tubular inember 6B which passes through a suitable aperture in the end cap 5i) into the chamber 61. The conduit 68 leads from Ythe chamber 61 to the intake manifold of the vvehicle engine or other source of actuating fluid pressure. A suitable packing G9 is adapted to form a fluid tight joint around the tubular member 66. The closure member l0 is disposed within the right hand side 1! of thediaphragm'chamber C and has a tubular extension 12 Awhich extends out through the tubular member 66 and is adapted to be acted on by the cam 'I3 Which-is mounted on the same shaft 14 with the main valve operating lever 8. It will be noted that the outer end of the tubular extension 'I2 is open to the atmosphere. A spring I5 Vis adapted to normally maintain the closure member i0 seated-against the flanged seat 16 of the tubular member 66.

In operating the valve mechanism rotation of the shaft 14 in the proper direction will cause the cam 13 to push the closure member "I0 to the right (Figure '7) and effect opening of the valve as willY be later explained. A plunger member Il extends through suitable packing 18 in the auxiliary end cap 6i.' This plunger member 'Il' carries an enlarged disc seat 'i9 on the endwhich projects into' the chamber 'H and, at its other end, is secured to the auxiliary diaphragm 80. This auxiliary diaphragm 8U is held in a recessed portion 8l of the auxiliary end cap 6! lby means of a threaded ring 82. Seen from the drawings that the auxiliary diaphragm 8|! is exposed on its right hand side to the interiorof the cylinder 3 and forms a sealed chamber vbetween its left hand side and the auxiliary end cap 5|. A cross shaped fiat springA 83, best seen in Figure 8, engages the disc seat 19 and tends `to maintain said'disc seat in-contact with the right hand seating surface of the closure member lil. This spring 83V is preferably made of spring steel and is seated at the outer ends of its cross arms, against a shoulder 84 on the auxiliary end cap 6|. It will be noted that in Figures '7 ,and l2,the conduit I7 -which is adapted to connect the main cylinder to the auxiliary cylinder isv connected Ainto fthe-main- It Will be cylinder through suitable passages in the end caps B and 6|, the chamber 1| and passages 85 rather than directly through the main cylinder wall', as is shown in Figures 1 and 2. The same results are secured with either form of construction.

In Figure we have illustrated the flexible diaphragm 64 with the tubular member 66 secured thereto and have shown the relatively stiff disc 65 and a separating ring 65 which may be employed to separate the outer peripheries of the diaphragm 66 and the disc 65. For the purpose of illustration these parts are shown in Figure l0 in spaced apart relation.

In the operation of the above described valve, when the valve is closed the closure member 10 seats on one side against the movable seat and on its opposite side against the movable disc seat 19. If it is desired to open the Valve to connect the interior of the cylinder 3 to the source of vacuum the operating lever 8 is turned to actuate the cam 13 to move the closure member 19 to the right. When this movement takes place the left hand seating surface of the closure member 10 is moved away from the seat 16 and the vacuum connection is completed to the interior of the cylinder 3 through the pipe 68, the chamber 61, the tubular member 66, the chamber 1| and the holes 85 which connect the chamber 1| with the interior of the cylinder 3. When the closure member 1| is moved to the right, as above noted, it also forces the plunger member` 11 and the diaphragm 8|! to the right and the parts may be assumed to be in the position shown in Figure 1. As the pressure is reduced within the chamber 1| and the cylinder 3 the relatively flexible diaphragm 64 will be moved to the right by the atmospheric pressure which enters the chamber 85 through the hole 81 in the end cap 60. The initial movement of the diaphragm B4, together with the tubular member 66, will occur upon the creation of a relatively small vacuum within the chamber 1|. However, as soon as the exible diaphragm 64 moves to the right and strikes the relatively rigid disc 65 a considerably greater degree of vacuum will be required within the chamber 1| to cause a corresponding movement of the tubular member 66 and its seat portion 16.

This double diaphragm construction, however, does not interfere with the quick return of the tubular member 66 to its normal position upon the admission of atmospheric pressure to the chamber 1| and gives a desirable resistance to movement of the seat 16 in one direction while permitting free movement of this seat in the opposite direction. It will be understood that as soon as the seat 16 has been moved into contact with the closure member 10 both the vacuum and atmospheric connections to the cylinder 3 will be closed and the degree of vacuum which has been produced within the cylinder 3 will be maintained. Upon further movement of the closure member 10 to the right the substantially same actions will take place and the degree of vacuum within the cylinder 3 will be increased. This, of course, will increase the braking effort applied to the Vehicle brakes.

To release the brakes it is necessary to move the closure member 10 to the left away from the disc seat 19. The spring 15 will cause this movement when the cam 13 is moved to relieve the pressure on the tube 12. As soon as the seat 10 moves away from the disc 19 air under atmospheric pressure will rush in through the tube 12 between the closure member 10 and the disc 19 into the chamber 1| and the interior of the cylinder 3. By providing the auxiliary diaphragm 8|! the movement of the disc 19 to the left, which movement is caused by the cross shaped spring 83, is retarded so that the closure member 10 may be moved away to complete the atmospheric connection. This action will be understood if We assume that the vehicle brakes have been applied and a certain degree of vacuum exists within the cylinder 3. This vacuum will be applied to the right hand side of the diaphragm 8D and will be considerably higher than the very slight partial vacuum which may exist on the opposite side of the diaphragm 80 due to its movement away from the auxiliary end cap 6 I. Therefore a force will be exerted on the plunger 11 tending to pull it to the right (Figure 7) and this force will continue until after the closure member 11 has been moved to the left to permit the atmospheric connection to the cylinder. This lag in the action of the plunger 11 is due to the fact that it takes a certain period of time for the air under atmospheric pressure to enter the cylinder 3 through the chamber 1| and the holes 85 and during this period there is a pressure differential between the two sides of the diaphragm 80 which is strong enough to overcome the spring 83 and keep the disc 19 from moving to the left.

As soon as the pressure within the cylinder 3 approaches that of the atmosphere the pressure differential on opposite sides of the diaphragm 80 will be reduced to such a degree that the spring 83 will move the disc 19 back into seated position against the right hand face of the closure member 10. When this occurs the apparatus will be in a static condition and the pressure within the cylinder 3 will be maintained at its then value.

The valve construction just described is generally similar to that described in our co-pending United States patent application, Serial No.

533,076, but may be distinguished therefrom in during its movement in opening direction (to the closing off the hole 95 which extends through the 65 flange 92. One side of the plunger 9|, at a point adjacent its inner end, is cut away as at 96 and a bleeder passage 91 extends from the hole 90 into the chamber 1|.

The operation and function of the above described bleeder control valve is as follows:

During the opening movement of the closure member 1l) it is sometimes desirable to permit a bleeding of atmospheric air into the chamber 1| and the cylinder 3 to somewhat equalize and u smooth out the effect of the intake manifold suction. This Vbleeding action takes place whenever a vacuum of suiiicient value is created within the chamber 'II to overcome the strength of the spring 93. It will be understoodthat, as the rod 9I ts loosely in the passage 98, the pressure in the entire space within the passage 98 will be reduced to the value existing within the chamber 'Il because of the connection Sl. Thus atmospheric pressure acting through the hole 95upon the plunger 9| will move the plunger 9i against the spring 93. When this occurs air under atmospheric pressure will pass from thetube 'I2 through the hole 95, past the end of the plunger 9| (which will be moved away from its seat on the flange 92), the cut-away portion 93 and the passage 9'! into the interior of the chamber ll. The spring 93 may be made of such strength that this leakage or bleeding of atmospheric air into the cylinder will not take place until a certain desired vacuum has been obtained within the cylinder. In order to make it possible to secure the maximum available braking effect when desired, an annular seat 98 is mounted on the Wall 6I of the auxiliary vend cap and it will be noted that, when the closure member 'I8 has been moved to the right its maximum distance and the shoulder 99 on the disc i9 is seated against the seat 38, the passage 9,1 will be completely7 closed off and the atmospheric bleeder connections will be rendered ineffective. Thus, the maximum possible vacuum will be created within the cylinder 3 and there will be no dilution or reduction yof this vacuum due to bleeding to the atmosphere through the bleeder connections just described. This device permits an atmospheric bleeding connection during a pre-determined .portion of the operation of the brake operating mechanism and further permits a complete closing off of the bleeder connection when it is desired to secure lthe maximum braking effect.

The operation of applicants apparatus which has been described above will now-be explained. Assuming that the vehicle brakes are released and the clutch is engaged, it the operator Wishes to apply the vehicle brakes by means of our improved fluid pressure actuated mechanism he pushes down with his foot on the clutch operating .lever I. The first downward movement of this lever causes disengagement of the clutch. After the .clutch has been disengaged the roller II will strike the cam member 9 and move the rod- I8 to theleft (Figures 1 and 2) against the retracting force of the spring 9. ment of the rod Ill will be transmitted through the bracket I2, the end 2l of the rod 28, the

flange 22 and the spring 23 to the housing I8 which is secured to the upper end of the lever 8. As the spring 23 is stronger than the springs which resist movement ofthe lever 8 inv valve opening direction (to the left in Figure 2) the lever 8 will be moved to the left thus causing opening of the main control valve V upon the initial movement of the rod I to the left. This opening of the valve V will connect the cylinder 3 to the sub-atmospheric pressure of the intake manifold and a-force will be exerted on the piston I tending to move said piston to the left. Suc-h movement of the piston 4 to the left exerts a pull on the cable 5 which is transmitted to the brake lever and the entire brake mechanism is moved inbrake applying direction. As soon as predetermined pressure conditions obtain within the cylinder 3 the control valve 3i) will be lifted from its seat by the diaphragm 3l, as has been fully This move- Y described above; and the pressure within the left hand end of the cylinder 3 will be applied to the chamber 26 of the housing I 8 of the brake take up control device S. The yreduced pressure thus applied to the chamber 26 will permit the housing I8 to be moved-to the right by means of -the spring 'I5 (Figure '7) Which acts on the cam member I3 to exert a valve closing force on the lever 8. During this closingmovement of the lever 8 the housing I8 will move to the right and thediaphragm I9 will remain relatively stationary and the spring 23 Will be compressed into the position shown in Figure 5. The rod I0 and the bracket I2 will not be moved to the left (Figures l and 2) during this relative movement of the diaphragm I9 and housing I8 because the end 2l of the rod 28 is not secured to the bracket I2 but merely has a sliding fit therein and is prolvided with an enlarged flange adapted to abut the bracket I2 so that valve opening movement can be transmitted therethrough.

As has been described above the spring 34 (Figure 5 will be so loaded by the screw 36 that the take up control device S will be actuated when the desired and predetermined pressure conditions have been reached within the cylinder 3. The apparatus is preferably so set that the initial downward movement of the operators foot on the lever I, after the roller II strikes the cam 9, will cause the end of the bracket member I2 to strike the lock nuts I5 on the end Vof the rod I3. lThis movement will open the valve V and rapidly evacuate the left hand end of the cylinder 3 to a degree sufcient to move the brake mechanism into position where further movement willcause immediate application of the brakes. As soon as these pressure conditions obtain within the cylinder 3 the slack take up control device S 'becomes effective to retract the lever 8 and close the valve V preferably to a point just suicient to maintain the brake linkage in position for immediate engagement of the brake shoes within the brakedrums. Now, when the operator Wishes to apply the vehicle brakes he depresses Ythe lever I to a greater degree.

opening of the valve V and the brakes are applied to the. desired degree as has been explained above. During this additional movement the valve operating force is transmitted through Vthe rod I 0, the end of the bracket I2, vthe rod 20 and the casing I8 to the lever 8.

In releasing the brake the operator merely relievesthe pressure on the lever I thus relieving the .pressure on the rod I and permitting the valve lever 8 to be moved to the right by the spring l5. When the vacuum within the cylinder 3 has been reduced sumciently to permit the spring 34 to move the diaphragm 3| and the valvemember 38 into position to close off the vacuum connection to theV chamber 26 and the pressure Within the left hand .end of the cylinder 3 returns to atmospheric pressure, the valve 39 willY openv andV permit atmospheric pressure to Vobtain within the chamber` 26. Whenthis occurs vthe spring 23 will move the diaphragm I9 to the right into its original position as shown in Figure 4 and the entire apparatus will then be Yready for another cycle of brake applying 'operations. Y

In Figure 12 we have illustrated an auxiliary valve arrangement which is particularly adapted to control the atmospheric connection to the cyl- .inder 3. 'I'hisrvalve is designed to permit an in- This moves' the valve lever 8 to the left causing further staritaneous substantially unimpeded flow of air into the cylinder 3 when it is desired to release the vehicle brakes. As shown in Figure 12 our atmospheric connection control is secured to the end cap 60 of the cylinder 3 and is connected to the chamber 1| through the holes |26 and the annular chamber |21 which opens into the chamber 28 in the housing |29 of the atmospheric control device. A diaphragm chamber |30 is formed in the housing |29 and a diaphragm |3| is suitably mounted therein. Secured to the diaphragm |3| and extending outwardly on both sides thereof is a rod |32. Suitable packing rings |33 and |34 are adapted to provide a substantially fluid tight seal around the rod |32 at the points where it passes out of the diaphragm chamber |30. The left hand end of the rod |32 (Figure 12) carries a closure member |35 which, when seated, is adapted to close the opening |36 which connects the chamber |28 to the atmosphere. A passage \|31 connects the diaphragm chamber |30, on the right hand side of the diaphragm |3|, to the pressure conditions which exist within the chamber 1|. A spring |38 is seated within the chamber |30 and is adapted to normally hold the closure member |35 seated to close the opening |36. This spring is preferably made just strong enough to overcome the effect of a relatively light vacuum, say for example iive pounds. Thus, upon operating the vehicle brake control mechanism the opening |36 would be maintained closed by the closure member |35 until the vacuum within the chamber 1|, chamber |30 and the cylinder 3 is more than ve pounds. However, before the main control valve is opened enough to permit such a vacuum to be created in the chamber 1| and chamber |39, the end |39 of the member |40 will strike the right hand end of the rod |32. This member |40 is adjustably mounted on the main valve operating rod l0. The end portion |39 is mounted on or formed integrally with an inwardly extending shank |4| which is disposed in the recessed end portion of the member |40. A spring |42 is adapted to be compressed when the end member |39 is pushed against the right hand end of the rod |32 and this spring |42 is made of suicient strength so that when its force is added to that of the spring |38 the suction which is applied to the diaphragm |3| through the passage |31 will never be great enough to lift the closure member |35 from its seat and open the atmospheric connection |36.

Thus, in operating the brake mechanism the closure member |35 will be positively held against y its seat to close the atmospheric opening |36 during the brake applying movement of the main control valve operating connections. However,

when the rod I0 is moved in a direction to close'V the main control valve the end member |39 will be moved in a direction away from the rod |32 and the reduced pressure within the chamber |30 will now be sufcient to overcome the spring |38 and whatever force is exerted by spring |42 and move the closure member |35 away from its seat. This will open the relatively large atmospheric connection to the cylinder 3 through the opening |36, the chamber |28, the holes |26, the chamber 1| and the holes 85. Of course as soon as the vacuum in chamber |30 is reduced suiliciently the combined force of springs |38 and |42 will again vmove member '|35 into seated position and shut off the atmospheric connection.

The eiect and purpose of the atmospheric control device Ywhich is above described is to assist in the rapid restoration of the interior of the cylinder 3 to atmospheric pressure when the operators foot is completely removed from the pedal which operates the brake control valve and to provide a means for permitting atmospheric pressure to enter the cylinder in relatively small increments corresponding to relatively small movements of the control valve in brake releasing direction. It will be understood that the main control valve mechanism illustrated in Figures 7, 8, and 9 provides for an eiective releasing action of the vehicle brakes when desired and that the l0 above described atmospheric control device may be considered an accessory which may or may not be used depending on the operating conditions and installation problems which may be encountered.

In operating motor vehicles having brakes l5 which are connected to be operated by the intake manifold suction conditions sometimes arise when the intake manifold suction is at a relatively low point. If these conditions exist and it is desired to apply the brakes it will be seen that the maxi- 20 mum force available for applying the vehicle brakes will not be as great as that which obtains when the intake manifold suction is at its maximum value. Broadly it may be said that the suction in the intake manifold of an internal 25 combustion engine is greatest when the throttle valve is closed and the engine is operating at low or idle speed. In order to assure a sufciently high vacuum in the intake manifold at all times when it is desired to apply the vehicle brakes by 30 means of our improved apparatus We have provided an interconnecting mechanism by virtue of which, whenever the pedal is moved to actuate the control valve to apply the vehicle brakes, the throttle valve, if it is open, will be closed and the 35 choke valve, if it is closed, will be opened to a certain degree. This closing of the throttle valve and opening of the choke valve preferably takes place just prior to opening the main control valve to connect the brake cylinder to the intake mani- 40 fold and assures a suiciently high vacuum to eiectively apply the vehicle brakes.

In Figure 11 we have shown diagrammatically an arrangement which is adapted to positively close the throttle valve and open the choke valve 45 just prior to the opening of the brake control valve. In this figure, which is merely illustrative, the vehicle engine is represented by the phantom lines |00. The brake operating cylinder |0| carries the control valve lever |02 which is 50 adapted to be actuated by movement of the vehicle clutch pedal |03 through the cam |04 and the rod |05. This arrangement is substantially the same as that illustrated in Figure l of the drawings. The piston within the cylinder |0| 55 may be connected to operate the vehicle brake through the cable |06.

A cross shaft |01 is supported in suitable bearing brackets'l08 which may be mounted on the transmission housing or other suitable location. 60 Secured to one end of the cross shaft |01 is a. lever |09. A rod ||0 is pivotally secured at one end to the clutch lever |03 and has a sliding engagement at its opposite end in a suitable aperture in the lever |09. An adjustable stop member 65 is secured to the rod ||0 for purposes to be later described. The opposite end of the cross shaft |01 from the lever |09 carries oppositely extending arms or levers I2 and |3. The outer end of the lever ||2 is slotted and a rod ||4 ex- 70 tends through the slot in the lever ||2 and is connected to the throttle operating lever ||5. The throttle valve ||6 may be of the usual construction and is adapted to be operated by movement of the lever ||5. The choke valve |I1 is 75 disposed in its usual location in the air intake to the carburetor H8 and is adapted to be operated by a lever I9. Pivotally secured to the lever l I9 is a rod |28 which extends through and has sliding engagement in a slot in the outer end of the lever |l3. An adjustable stop |2| is secured to the rod I 4 behind the lever l2 and an adjustable stop |22 is secured to the lever l2!! in iront o1 the lever H3.

A spring |23 may be secured at one end to the arm |214-, which extends downwardly and is fastened to the cross shaft l'l, and at its other end to the transmission housing in any suitable manner. This spring |23 is maintained in tension so that it tends to rotate the cross shaft lill so that the lever |69 will move in counter clockwise direction as seen in Figure 11.

To explain the operation of the above described mechanism it will be well to assume that the vehicle driver has opened the throttle valve IIB to the position shown in full lines by means ci the hand throttle control and that he has closed the choke valve lll to substantially the position shown in full lines. These are adjustments which are commonly made by the operator in starting the engine in cold weather and under these conditions the intake manifold suction will not be at its maximum value due to the open position of the throttle l lt. If the operator desires to apply `the vehicle brakes he pushes down on the clutch operating lever m3. Just prior to movement of the control valve lever l t2 through the cam member |64, the stop lll engages the lever |653 and further downward movement of the clutch lever H53 causes the lever H59 and the cross shaft ll to be rotated in clockwise directioin. This movement of the cross shaft It? swings the lever ||2 to the right (Figure il) causing it to engage the stop |2| and move the rod IM in the direction indicated by the arrow, thus closing the throttle valve. At the same time the lever l i3 will be moved to the left (Figure` 11) and will strike the stop member |22 moving the rod |20 in the direction indicated by the arrow and opening the choke valve lll. By adjusting the positions of the stop members lll, |2l and |22 and properly proportioning the lengths of the lever arms H39, l l2 and H3, the desired operation may be readily secured and by providing the vsliding connections between the lever ll and lthe rod l lli, the lever l2 and the rod le, and the lever ||3 and the rod |20, the normal operation of the vehicle clutch, throttle and choke, by means of the usual controls, will not be interfered with. However, whenever the vehicle throttle is ope-n and the choke is closed to a predetermined point, our interconnecting mechanism 'will act to close the throttle valve and open the choke valve just prior to opening the main control valve to actuate the vehicle brakes. The usual throttle and choke operating connections are not shown in Figure 1l but it will be understood that they may be of the usual type. It will also be understood that if the throttle valve is closed our apparatus will act to open the choke valve and if the choke and throttle valve both happen to be open our device will operate to close the throttle valve without interfering withV the choke mechanism. In other words, the device is effective on the throttle valve only when it is in open position and on the choke only when' it is in closed position. By properly adjusting the stops |2| and |22 the apparatus shown in Figure ll may be rendered ineective as to either the throttle valve or the choke valve and may thus be readily adjusted to take care of all conditions.

Although we have illustrated and described in considerable detail certain embodiments of our invention, it will be understood by those skilled in the art that modifications and variations may be made in the apparatus herein shown and described wi'thout departing from the spirit of our invention. We do not, therefore, limit ourselves to the specific forms of our invention herein illustrated and described, but claim all embodiments thereof coming within the scope of the appended claims.

closure member, a movable seat adapted to move l toward and away from said closure member and means for supporting said movable seat whereby an additional resistance to movement of said seat will be imparted during a portion only of its movement toward said closure member.

3. In a control valve of the class described, a

relatively ilexible diaphragm, a closure member supported by said diaphragm, and a relatively inflexible disc member supported on one side of said diaphragm and adapted to be engaged by said diaphragm during movement in one direction whereby the force required to move said diaphragm and closure member will be increased.

4. Ina valve of the class described a movable closure member, a seat carried by a relatively f flexible diaphragm and adapted to engage said closure member, a relatively inflexible disc member supported adjacent said diaphragm, said disc member being normally spaced from said diaphragm and adapted to be engaged by said diaphragm during the operating movement thereof, whereby an additional resistance will be imposed against movement of said diaphragm and closure member in one direction only.

5. In a valve of the class described, a movable closure member and a movable seat adapted to co-act therewith, a diaphragm adapted to support said seat and permit movement thereof, said diaphragm being open to the atmosphere on one side, and means for increasing the resistance to movement of said diaphragm and seat during a portion only of their movement in one direction only. Y

6. In a valve for controlling the fluid connections to a cylinder of the class described, a diaphragm mounted within said cylinder and eX- posed on one side to the interior of said cylinder, a plunger member secured to said diaphragm and carrying a disc seat member, a movable closure member adapted to seat on said disc seat member and a iiat spring member, said spring member being adapted to engage said disc seat and tend- ,ing to move said disc seat toward said closure member. I

'7. In a valve having an atmospheric connection therethrough and adapted to control the operation of fluid pressure actuated vehicle brake actuating mechanism and the like, a closure member, a movable seat adapted toengage said closure member to close the atmospheric connection through the valve and an atmospheric bleeder bypass conduit adapted to permit an atmospheric connection when said closure member is seated upon said seat.

8. In a valve for controlling the atmospheric and other than atmospheric fluid pressure connections to a cylinder of the class described, a closure member and a co-acting movable seat therefor, said seat and closure member being adapted when in engaged position to close the atmospheric connection to said cylinder and a bleeder conduit adapted to permit a relatively restricted atmospheric connection to said cylinder when said seat and closure member are in engaged position.

9. In a valve for controlling the atmospheric and other than atmospheric fluid pressure connections to a cylinder of the class described, a closure member and a co-acting movable seat therefor, said seat and closure member being adapted when in engaged position to close the atmospheric connection to said cylinder, a bleeder conduit adapted to permit a relatively restricted atmospheric connection to said cylinder when said seat and closure member are in engaged position, and means, responsive to fluid pressure, for controlling the flow of air through said bleeder conduit.

10. In a valve for controlling the atmospheric and other than atmospheric fluid pressure connections to a cylinder of the class described, a closure member and a co-acting movable seat therefor, said seat and closure member being adapted When in engaged position to close the atmospheric connection to said cylinder, a bleeder conduit adapted to permit a relatively restricted atmospheric connection to said cylinder when said seat and closure member are in engaged position, means, responsive to fluid pressure, for controlling the flow'of air through said bleeder conduit, during movement of said seat, and means for positively closing said bleeder conduit When said seat reaches a predetermined point in its movement. Y

11. In a valve for controlling the atmospheric and other than atmospheric iiuid pressure connections to a cylinder of the class described, a closure member and a co-acting seat therefor, said seat and closure member being adapted when in engaged position to close the main atmospheric connection to said cylinder, a bleeder conduit adapted to permit a relatively restricted atmospheric connection to said cylinder when said seat and closure member are engaged, and means, effective when the valve is in substantially its extreme open position to connect the cylinder to the source of other than atmospheric iluid pressure, for closing said bleeder conduit.

12. In apparatus of the type described, a housing having a diaphragm chamber therein, a diaphragm in said chamber, an operating rod secured to said diaphragm and extending out through said housing, spring means for normally maintaining said diaphragm in one eXtreme position, a fluid pressure conducting conduit extending into said diaphragm chamber on one side of said diaphragm, a valve for normally maintaintaining said conduit closed, means, responsive to fluid pressure within said conduit, for opening said valve, and a check valve adapted to connect said diaphragm chamber to said conduit when said rst named valve is closed and said diaphragm is being moved toward its rstnamed ex- 35 

